Gate construction



Feb. 13, 1934. J. F. scHRoNTZ GATE CONSTRUCTION Fil-edrMay 31. 1930 2 Sheets-Sheet l VVENTOR Jb/sw E' .jrwfo/v-Z,

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ILILIIW Feb- 13, 1934. J. F. scHRoNTZ GATE CONSTRUCTION 1930 2 Sheets-Sheet 2 Filed May 3l 20 struction and Patented Feb. 13, 1934 UNTD STATES PATENT OFFICE.

GATE CONSTRUCTLON Application May 31, 1930. Serial No. 458,682

4 Claims.

This invention relates to an automatic safety signal gate` The chief object of this invention is to protect a track and road crossing with a minimum oi parts and these preferably automatically controlled, said parts being arranged such that the device or devices are substantially fool-proof in the sense that they permit the unusual to occur without destroying the gate.

One feature of the invention consists in the formation of a gate and mounting therefor, such that the gate is permitted to swing in opposite directions from the natural position whenever impelled into said directions.

Another feature of the invention consists in the provision of means for lowering the gate into guarding position and a control arranged to permit step by step lowering of the gate into guarding position upon its initially engaging an obits subsequent removal therefrom.

Another feature of the invention consists in the alarming mechanism for simultaneously .alarming the operator of the track supported vehicle and the operator oi an automobile on the road adjacent the crossing.

Another feature oi the invention consists in the particular mechanism for supporting and moving the gate upon the pedestal.

Another feature of the invention consists in 30 the general system of control embodied in the invention.

The full nature of the invention will be understood from the accompanying drawings and the .description and claims as iollows:-

In the drawings Fig. 1 is a top plan view of a road and track crossing guarded by a pair or gates, in turn operated by a control mechainism.

Fig. 2 is an enlarged sectional view of the pedestal, the pedestal supported portion of the gate and a mechanism enclosed by the pedestal.

Fig. 3 is a transverse sectional view taken on line 3 3 of Fig. v2 and in the direction of the larrows.

Fig. 4 is a similar view taken on line 4.--4 of Fig. 2 and in the direction of the arrows.

Fig. 5 is a Vertical sectional View taken at right angles to Fig. 2.

Fig. 6 is a diagram of the wiring connections.

Fig. '7 is a diagram of the iiuid operating mechanism embodied in the unit control.

In the drawings 10 indicates a roadway and 11 a track having the usual parallel rails which are bridged by the wheels and trucks of the vehicle. Adjacent each diagonal corner or" the crossing, if the road be not too wide, is a single pedestal 12 which pivotally mounts, upon a horizontal and vertical pivot, a gate indicated by the numeral 13. Each gate is preferably counterweighted as at 14 and thus is normally con- 50 strained toward the elevated and non-guarding position. Each gate is mounted for horizontal swinging in opposite directions from the normal guarding position, as indicated by the arrows in Fig. 1, and as will be hereinafter set forth, is normally constrained to move into the full line position shown in Fig. 1, when moved in either direction away therefrom and released from the impelling force.

The centralized control and operating mechanism is indicated at 15 and the single iiuid conduit 16 and the single electrical conduit 17 lead from the central control 15 to each of the pedestals.

The central control 15 is usually positioned near the crossing and immediately adjacent thereto or included in the unit, is an audible alarm i8. Each of the gates includes visual signals 19 and 20 and a sufficient distance from the crossing and along the track or down the track and beside the same, is mounted an alarming signal 21, which may be visual, audible or both in character.

Reference will now be had to Fig. 6, wherein one type of electrical control system is illustrated.V in said figure the same parts are similarly indicated and in this ligure 22 indicates the axle which supports the wheels 23, which short circuit the rails 11 and complete a circuit including the lines 24 and 25. Line 24 connects to one terminal of the secondary winding of a transformer 26, the other terminal of which is connected to a relay 27, also connected to line 25. The other winding o the transformer 28 is connected across the lines 29, the same constituting the power lines and usually at 110- volts. The transformer is about a 10-volt transformer and the relay is a low voltage relay. The primary of the transformer is connected at all times across the power lines. The secondary is only included in the closed circuit when a vehicle is in track short circuiting relation adjacent the crossing. When this condition occurs, the relay 27 is energized which lifts the insulated switch member 30 that carries a pair of contacts 31, which bridge the respective pairs of terminals 32 and 33, the terminals 32 being connected to the lines 29 and the terminals 33 being connected to the supply lines and the unit control device. One line 34 connects to one contact 33 and is connected by the branch 35 to the signals 21, positioned down and adjacent the track. The branch lines 36 connect to line 37, in turn connected to the opposite Contact 33. Line 37 is connected to the motor armature 39 by line 38 and herein a series iield 40 is connected to the armature and by line 41 to a paii1 of branch circuits 42 and 43. In each branch circuit there is included a switch 44, the other terminal of which is connected by a line 45 to line 46, connected to line 34, thus completing the motor circuit through a pair of switches which are normally closed at all times.

Each gate carries one of said switches and as long as the gate is not in the lowered and guarding position, the switch 44 secures a closed circuit therethrough. When all of the gates are in lowered position, then all of the switches 44 will be positioned in open circuit position and thus the motive power will be discontinued by deenergization of the motor. The visual signals 19 and 20 supported by each gate are connected by lines 47 and 48 to the common line 46 and are connected by line 49 to the line 37, thereby completing the circuit from the main power line 34 through the line 46, through the signals and then from line 49 to the other power line 37.

The master signal 18 which is of the audible type, is connected by lines 48 to lines 34 and 37, so that when the main switch, operated through the relay, is closed through the short circuiting of the track circuit, the audible gong or siren 18 is operated. As long as the train or track supported vehicle remains in the block and in short circuiting relation, energy is supplied to the solenoid 51 by lines 52 connected to power lines 34 and 37. This solenoid is included in a solenoid valve construction, wherein conduit 53 returns to reservoir 54 of the central control unit and conduit 55 is a branch from the header 56. The solenoid 51 operates the valve 57 and normally maintains the by-pass 55 to the tank 54 in closed or cutoff relation until such time as the train has passed out of the block, thereby maintaining the gates in lowered position.

In Fig. 7 the pump is indicated by the numeral 58 and is directly connected as at 59 to the motor 39-40. The intake of the pump is connected by line 60 to tank 54 and the pump outlet or discharge 61 is connected to the header 56 through a check valve 62 which prevents reverse ow of the iluid through the pump. A by-pass 63 is connected between the check valve and the pump outlet and discharges to the pump inlet 60 through the line 64. An adjustable automatic relief valve 65 is interposed between lines 63 and 64 so that the valve 66 is normally closed at all times until the pressure in the header becomes excessive, whereupon the excess fluid is discharged or relieved into the reservoir 54 and the excess of pressure and fluid is relieved.

Each of the conduits 16 is connected to the header v56 and each conduit 16, it will be obvious constitutes a reverse iiuid flow passage such that to lower each gate, the fluid is discharged from the pump away from the same and the reservoir to the gate and when the train has passed, the weight of the gate and other means, if desired, assisting the same, will cause the fluid to be returned to the reservoir when the solenoid valve is operated to connect the header 56 to the reservoir 54 during such time as all the gates are in guarding position and not any gate is in any position, other than the same, the motor is deenergized, the pump supplies no additional pressure and the solenoid valve remains closed, thus holding the gates in the guarding position. If one or more of the gates is not in its customary guarding position but is held elevated by engaging upon the top of a motor Vehicle, the switch 44 of that gate maintains the motor circuit and the pump continues to supply fluid pressure to the header 56 and to all the lines 16. Excess pressure is by-passed during this operation and until the impediment is removed from beneath the gate, whereupon the pressure is supplied to the line 16 for operating the gate, from which the impediment has been removed and this pressure is continuously supplied until the gate assumes guarding position, whereupon the switch 44 associated therewith, opens the motor circuit, thereby deenergizing the motor which stops the pump while the pressure in all lines 16 is held by the solenoid valve, with the gates in the guarding position. Upon passage of the train out of the block the solenoid valve is deenergized the by-pass 53 is opened and the counterweight of the gates and other additional assisting mechanism, if desired, permits the elevation of the gates which in turn permits the iluid to be returned to the reservoir 54.

Pedestal and gate construction its construction 78 and anoVerhanging flange 79 'l which telescopes the top of the pedestal 7G. A rod 8G is secured in the central portion of the spider construction 78 and extends downwardly through the central bearings 73 and at its lower y end terminates in a bracket arm 81.

The cap includes two aligned and oppositely extending bosses 82 positioned without the same and coaxially therewith and inwardly extending are the enlarged bosses or projections 83. Each of the same is chambered as at 84 to form a lubricant well. A shaft 85 extends through the bearings thus provided and is lubricated by the lubricant in the well 84. The shaft upon its exposed ends, mounts the gate 12 to which it is pinned so that the gate and shaft rotate as a unit. A lever 86 is secured to the intermediate portion of the shaft as at 87 and said lever, at its opposite end, supports a yoke 89 which has an adjustable connection as at 90 with a piston rod 91.

The piston rod 91 extends downwardly through the spider 78 and opening 74. It mounts a piston 92 within a cylinder 93, relieved as at 94. Cylinder 93 is pivotally supported as at 95 upon the arm or bracket 81. It includes a port 96 which is connected to the iiexible conduit 16. The fluid pressure is supplied to conduit 16 (see previous description). The piston 92 is elevated which tilts the shaft 85 in its bearings and lowers the gate 12. rIhis is in opposition to the counterweights 14. The opening 74 permits the gate and cap to be swung as a unit about the bearing 73 as a pivot and with it is carried the gate lowering actuating mecha- A IllSm The means for securing the automatic return of the cap and gate into normal guarding position when swung laterally in either of the opposite directions, comprises a cam type track 97, terminating in the stops 98 and including a central well portion 100. A follower 101 rolls on said track and is rotatably supported as at 102 by a lever arm 103 which includes a slot 104 through which extends the shaft 80. Suitably secured as at 105 upon said shaft 80 is a track 106, the same including a slotted portion 107 extending transversely therethrough. The opposite end of the track is bifurcated as at 108 and extending across the same is the pivot pin 109 that pivotally supports the lever 103.

A rod 110 is concentrically mounted Within a coil spring 111 and the lower end of said rod adjustably locks as at 113 the washer 114 forming a spring bearing. The opposite end of the spring bears upon the member 106 which has no vertical movement. Member 103 is tiltable about pin 109 as an axis and the rod 110 extends through the slot 107 and through a slot 115, which terminates in the slot 116. Thus, as the roller 101 rolls upon the upwardly directed portion of the track in the movement of the gate from normal guarding position, either to the right or to the left, member 103 is elevated which causes compression of the coil spring 111. When the constraining force' is removed, coil spring 111 becomes effective to return the roller and member 103 into neutral position and position adjacent the bracket 106 respectively, thereby automatically returning the gate into the normal guarding position and this movement will take place independent of the lowered or partially lowered condition of the gate.

The invention claimed is:

- 1. In combination with a crossing gate for protecting a road and track crossing, an initiating circuit automatically operated by a track supported vehicle when approaching a crossing, crossing gate closing mechanism operable by said circuit, alarming means immediately adjacent the crossing for simultaneously warning the vehicle operators upon both track and road at the crossing, and a visual alarm means adjacent the track and operable by the circuit and sufiiciently remote from the crossing for warning the operator of the vehicle upon the track of the general operative condition of the mechanism in the vicinity of the crossing.

2. In combination with a plurality of crossing gates for protecting a road and track crossing, an initiating circuit automatically operable by a track supported vehicle when approaching a crossing, gate closing mechanism operable by said circuit, and visual signal means carried by the gates and other visual signal means positionable adjacent the track and suiiciently remote from the crossing for Warning the operator of the track supported vehicle of the general operative condition of the mechanism in the vicinity of the crossing.

3. In combination with a plurality of crossing gates for protecting a road and track crossing, an initiating circuit automatically operable by a track supported vehicle when approaching a crossing, gate closing mechanism operable by said circuit, visual signal means carried by the gates and other visual signal means positionable adjacent the track and suiiiciently remote from the crossing for warning the operator of the track supported vehicle, and an audible signal immediately adjacent the crossing for warning the operators of vehicles upon the road and track and operable when the initiating circuit is operable.

4. In combination a plurality of xgates protecting a railroad crossing, a single motor, a 110 track associated single circuit for said motor, a single pump operated by said motor, a fluid pressure system governed by said pump, a gate closing mechanism for each of said gates, a single relief means associated with said system 115 and operatively connected to the system, and means included in the circuit and operatively associated with each gate for insuring pump operation until all gates are closed.

JOHN FREDERICK SCHRONTZ. 

